Locomotive.



No. 655,405. Patented Aug. 71 |900. H. A. LUTTGENS.

L000MOTIVE.

(Application led Sept. 25, 1898.) (No ilodel.) v2 Shasta-Sheet 2 [NI/ENTOR.

WHA/55555.-

Nrrnn STATES PATENT man.

HENRY A. LUTTGENS, OF PATERSON, NEW JERSEY.

LocoxvioTwE.

SPECIFICALIO forming part of Letters Patent No. 655,405, dated Alugusrt 7, 1900.

Application filed september 26,1896. serial No. 607,006. (No moar-.1.)

To @ZZ whom it may concern/.-

Be it known that I, HENRY A. LUrreENs, of the city of Paterson, county of Passaic, and State of New Jersey, have invented certain newand useful Improvementsin Locomotives, of which the following is a specification.

My invention relates to locomotives, the object of the invention being to improve the apparatus shown and described by Letters Patent granted to me on thelOth day of November, 1885, and the 5th day of February, 1895, and designated by Nos. 330,340 and 533,544, respectively.

With this object in View the invention consists in certain novel features of construction and combinations and arrangements of parts, as hereinafter set forth, and pointed out in the claims.

In the accompanying drawings, Figure 1 is a general side elevation showing all the parts pertaining to my invention, with so much of the ordinary parts of a locomotive as are necessary to indicate their relation thereto. Fig. 2 is the rear end elevation ofpart of a locomotive; and Fig. 3 is a side elevation of the same, on a larger scale, showing so much of the device as is attached to this part of the engine. Fig. 4is an end elevation, and Fig. 5 a side elevation, of the smoke-box, on a still larger scale, showing parts attached to the smoke-box. Fig. 6 represents a side elevation, and Fig. 7 a plan, of a part of the smokebox tixtures; Fig. 8, a detail portion in elevation which belongs to the last fixtures; Figs. 9 and 10, additional details in elevation and plan. Figs. 11 and 12 represent a side elevation, partly in section, and an end elevation, of another portion of the smoke-box fixtures. Fig. 13 shows a side elevation, and Fig. 14 a plan, and Fig. 15 a detail View, on a larger scale, of parts shown in Figs. 2 and 3 which belong to the rear part of the locomotive. Fig. 1G is a plan view of a portion detached. Fig. 17 is part of an end elevation, and Fig. 18 a side elevation, showing modification of parts attached to the locomotive-boiler at the place where the cylindrical part of the boiler connects with the lire-box shell.

Similar letters of reference indicate corresponding parts in all the figures where they appear.

In the drawings,A is the boiler, B the smokeboX, C the smoke-stack, U the hand-rail, W the cab, and D the stack-base, of alocomotive. l The movements of the reversing-rod K2 imparted by the adj ustments of the 1reverse-lever J communicate by rod K, fitted with balljoint L, to the lower arm of lever M, which latter is fulc'rumed at A2.- It connects by pin M2 to link N and by pin N2 to a second lever O, which is fulcruined at P2 to the sliding bar P. The upper end of the lever O connects by link F to the damper-plate E. The link F is fitted with ball-joints at both ends. The sliding bar P is connected, as in the Patent No. 533,544, with rod S, operated from the cab.

The main support of the horizontally-sliding bar P, which support takes the place of the casting shown in the Patent No. 533,544, is a vertical link Q. It is pivoted at its lower end upon pin Q2 a-nd connected at its upper end to bar P by pin Q3. Pin Q2 is secured to and supported by casting C2, which is bolted to the smoke-box B. The lever Q is pivoted to the front end of the sliding bar P, which latter at its rear end is connected directly by means of an extension P3 to the rod S atjoint Sp2, so that its connection with the rod S at S2 gives a second support to bar P, which keeps the horizontally-sliding bar P in its proper position.' The link` Q is shown in detail by Figs. 6 and 7 and its fulcrum-pin Q2 by Figs. 9 and 10. This pin entersthe casting from the under side and is secured to it by a square nut n, and its pin-shaped part beyond this nut receives the lower end of the vertical link Q, the upper end of which is secured to bar P by pin Q3, which pin is shown by Fig. 3;

The casting C2 supports, by means of a short column Z and bars Z:2 and Z3, the vertical link Q near its upper end.

VThe extension P3 of the sliding bar P is iitted to adapt itself to the position ot the hand-rail. y

Figs. 11 and 12 illustrate in detail and on alarger scale the joint S2, united by pin p to rod S. The joint S2 is firmly bolted to the horizontal extension-bar P3.

The cab adjustment shown in Fig. 3 (after the rod S passes beyond the hand-rail U, where it enters the cab W) is connected by IOO means of link s to a bell-crank B2, which is supported by bracket B2, secured to the back shell of the boiler.

Arod B4, bent to avoid the gage-cocksfand the air-brake valve (not shown) supported by bracket G, is connected to a lever R, which is conveniently placed to be operated by the engineer and fireman.

The lever R, which is fulcrumed upon pin r to the boiler A, Fig. 2, is shown in detail by Figs. 13, 14, and l5. Segment r2 is cast to the joint r2, which connects with rod B4, so that when latch t enters the teeth provided in the segment (by means of the pressure supplied by spring t2) the lever R is locked iirmly in its position wherever placed. lhe'moveme'nt and pressure of the spring t2 are communicated to latch t by means of handle t3 and link t4 as soon as the handle is released. Upon one side of lever R the segment r2 in its solid part is provided with holes, as shown, for changes in the position of stop H.

The holes in the damperplate E and the stack-base D may be arranged as shown in Patent No. 533,544, the same as shown in Fig. 16.

The available space for the movement of the damper-plate E, with due regardfor the expansion and contraction of the boiler, is for each quarter-section divided into fortysixparts,indicated bygu res in the drawings.` The plate E is provided with four holes for the admission of air into the stack-base, or one hole in each quarter-section, five and oneeighth parts, and the webs inclosin g each hole, eleven parts.

The stack-base D is provided with eight holes, or two holes for each quarter-section, placed centrally as regards the four studs which secure the smoke-stack C. The space between each pair of holes is nine and fiveei'ghths parts and the holes siX and one-half parts.

The adj ustable'stop H is provided to change the relative proportion between the automatic adjustment by the reverse-rod K2 and the adjustment from the cab by the attendant. The relative proportion as given in the Patent No. 533,544 is as fifty-seven to seven, or iiftyseven for the reverse-rod adjustment to seven of the cab adjustment. Then the permanent vautomatic adjustment will close the stackbase openings a`t about seventeen inches out of twenty-siX-inch stroke, and, by means of the extreme position of the cab adjustment, these openings can be nally made to close at about seven inches cut-oft' for twenty-six inch stroke of piston. If the proportion as given abovefifty-seven to seven-is changed to the proportion of two to one, then the permanent automatic adjustment will close the stack-base openings near twenty-three and three-fourths out of twenty-six inch stroke of piston, and in the extreme position of the adjustment from cab it will close the openings beyond the central position of the reverse-lever, (central as regards the forward and backward movement of the locomotive-engine-,) so that when the cab-adj ustment lever is so placed in its extreme position air will be admitted into the stack-base through a small opening.

The proportion of two to one, as given above, opens the wayfor a greater or less range in the automatic adjustment by means of the reverse-lever than can be obtained with the proportion of fty-seven to seven.

The stop H, when placed nearer the center of the segment r2 of the lever R, increases the permanent adjustment of the reverse-rod K2, since by the train of mechanism uniting the lever R, consisting of vertical rod B4, bellcrank B2, horizontal rod S, slidin g bar P, lever O, and link N, which unites with damperplate E, the latter is placed in a position that when acted upon by the permanent adjustment of the reverse-rod K2 the openings for the admission of air into the stack-base Will close later for the forward motion of the engine -than if the cab-adjusting lever R is,

tained, which cannot be reduced by the cablever R. The permanent adjustment, however, can be changed by placing thestop H nearer to or in the extreme position provided for the adjustment of the removable stop H. The advantage derived from the use of stop H is to obtain as much positive adjustment by means of the changes in the position of the reverse-lever J as is practicable under the circumstances, as in some cases the cab adj ustment from want of attention may be entirely neglected. Also the easy change in the position ofstop H will enable the attendant to change the extent of the positive adjustment when necessary.

The cab-lever arrangement on the top of the locomotive boiler shown in Patent No. 533,544 is suitable for hard-coal-burning engines,where the necessary attention in attending to the iire requires less time than for softcoal-burning engines. On soft-coal-burning engines the cab-adjusting lever, which modilies the range of adjustment by means of the reverse-lever K, should be placed infront of the fireman and, as far as practicable, also within easy reach of the engineer. To accomplish this, the fulcrum of lever R is secured to the boiler above the re-door and connected by a vertical rod B'1 to bell-crank lever B2, which changes the direction of the movement communicated by horizontal link s, rod S, sliding bar P, lever O, and link Nto the damper-plate E, so that the adjustments of the cab-lever R are thereby communicated to the damper-plate E. Instead of the casting shown in Patent No. 533,544 I now place a vertical link Q at the side of the smoke-box of the locomotive-boiler to support the sliding bar P. Link Q is secured to b'ar P, which latter has a second support by means of extension-bar P2, secured by pin p to rod S.

IOO

The advantage of the support of bar P and extension P3 by means of the vertical link Q is that it can be adjusted by proper fitting to the position of the hand-rail U With less joints than by the parts shown in Patent No. 533,5i4, and the free movement of the link Q is not so apt to be hindered as the movement of a slide when closely fitted in a casting, as shown in Patent No. 533,54e.

Modifications may be made Without departing from the principle or sacrificing the advantages of the invention.

A modification in the extension of the long rod S is shown in Figs. 17 and 18. It is needed Where on account of the shape of the boiler the extension s of rod S must be diverted from a straight line. The link s2 by means of joint s3 connects to rod S, which latter is connected to a second bell-crank as, secured by bracket :r2 to the 'front end of the iire-box shell of boiler A. Also the link .5' is connected to bellcrank zr.

I claim as my inventionl. In a locomotive, the combination with a damper at the base of the stack, valve-gear, a lever and connections between said lever and the damper and valve-gear, of a second lever pivoted at one end, a coupling attached to said second lever, a rod attached to said coupling, connections between said rod and the damper, a toothed segment on said coup ling, a dog carried by said second lever and engaging said segment, said segment having a series of sockets at one side of the lever and a pin adapted to be placed in one or another of said sockets to limit the throw of the second lever and of the damper When the first lever is operated.

2. in a locomotive, the combination of a damper at the base of the stack, and valvegear, of a bracket on the smoke-box, an arm pivoted to said bracket, guide-plates on the bracket for said arm, a slide pivotally connected with the upper end of said arm, a rod mounted in the hand-rail of the locomotive, a connection between said rod and the slide and serving to assist in supporting the latter, an adjusting device connected with said rod,

connections between said slide and damper,-

an operating-lever and devices connecting said lever with the Valve-gear and also with said slide.

HENRY A. LUTTGENS. 'Witnessesz RANDOLPH C. LUT'reENs, LOUISE H. LUTTeENs. 

